Protection and control means for fly shuttle looms

ABSTRACT

The invention disclosed herein relates in general to improvements in automatic stopping of fly shuttle looms. As applied to a loom which is arranged for protection stopping responsive to detection of a late shuttle condition prior to arrival of the shuttle within the shuttle receiving box, the invention discloses improved mechanical sensor means for detecting late shuttle arrival at a detection point adjacent the entrance of a shuttle-receiving box, equivalent sensor means adjacent the entrance of an oppositely disposed receiving box, and interconnecting linkage means arranged such that when contact of the moving shuttle with one of the said mechanical sensor means causes the said sensor to move from a position within the shuttle flightpath to a position without said flightpath, the oppositely disposed mechanical sensor is caused to move from a position without the shuttle flightpath to a new position within the shuttle flightpath. A clutch quick disconnect element of improved design is also disclosed, together with a novel campositioned stop link assembly selectively engageable with the shuttle sensor interconnecting linkage means to cause release of the clutch and engagement of the brake when shuttle action is faulty. A primary benefit of the invention is the providing of shuttle flight-sensing means entirely separate from and independent of shuttle boxing means. Also disclosed is a fill thread detector of novel design which provides means responsive to absence of fill thread to cause loom stop by creating interference to prevent normal functioning of the shuttle sensor interconnecting linkage.

1Jnited States Patent [72] lnventor Edgar P. Turner P. 0. Box 70, Scotch Plains, NJ. 07076 [21] Appl. No. 587,219 [22] Filed Oct. 17, 1966 [45] Patented Nov. 23, 1971 [54] PROTECTION AND CONTROL MEANS FOR FLY SHUTTLE LOOMS 7 Claims, 2 Drawing Figs.

52 vs. C! 139/336, 139/341, 139/376 [51] Int. Cl ..D03d51/02, D03d 51/44, D03d 51/36 [50] Field of Search 139/336, 341, 342, 343, 345, 372, 373, 374, 376, 1, 1.4

[56] Reierences Cited UNITED STATES PATENTS 2,173,965 9/1939 Holmes 139/341 2,551,492 5/1951 l-lindle 139/336 2,556,751 6/1951 Fumat 139/1 2,753,894 7/1956 Lovshin et a1. 139/1 2,889,855 6/1959 Turner 139/336 3,047,030 7/1962 Metzler 139/336 FOREIGN PATENTS 219,518 2/1962 Austria...... 139/336 801,919 l/19S1 Germany.... 139/342 855,311 11/1960 Great Britain 139/341 Primary Examiner-James Kee Chi An'0rneyWolf, Greenfield & Sacks ABSTRACT: The invention disclosed herein relates in general to improvements in automatic stopping of fly shuttle looms. As applied to a loom which is arranged for protection stopping responsive to detection of a late shuttle condition prior to arrival of the shuttle within the shuttle receiving box, the invention discloses improved mechanical sensor means for detecting late shuttle arrival at a detection point adjacent the entrance of a shutt1e-receiving box, equivalent sensor means adjacent the entrance of an oppositely disposed receiving box, and interconnecting linkage means arranged such that when contact of the'moving shuttle with one of the said mechanical sensor means causes the said sensor to move from a position within the shuttle flightpath to a position without said flightpath, the oppositely disposed mechanical sensor is caused to move from a position without the shuttle flightpath to a new position within the shuttle flightpath. A clutch quick disconnect element of improved design is also disclosed, together with a novel cam-positioned stop link assembly selectively engageable with the shuttle sensor interconnecting linkage means to cause release of the clutch and engagement of the brake when shuttle action is faulty. A primary benefit of the invention is the providing of shuttle flight-sensing means entirely separate from the independent of shuttle boxing means. Also disclosed is a fill thread detector of novel design which provides means responsive to absence of fill thread to cause loom stop by creating interference to prevent normal functioning of the shuttle sensor interconnecting linkage.

PATENTEUN 23 3,621,887

EDGAR P. TURNER INVENTOR.

PROTECTION AND CONTROL MEANS FOR lFLY SHUTTLE LOOMS This invention relates to protection and control means for fly shuttle looms, and in particular to protection means which incorporate provision for shockless stopping of the loom. The major general purpose of the invention is to provide a shockless stopping protection system of improved capability and dependability as compared to systems heretofore available.

One of the principal requirements in the control of an operating loom lies in the need for detecting shuttle position relative to the momentary position of the lay-bar, and in the event of late arrival of the shuttle at a detection point to provide stoppage of the loom before warp smash or other damage occurs. A widely used mechanical method of providing such protection stopping requires on time arrival of the shuttle in the shuttle-receiving box to cause movement of the shuttle retarding binder and means associated therewith, which movement originates the go signal to allow for the next pick of the loom. This method, although offering reasonable dependability has the disadvantage of allowing, between detection of a late-running shuttle and full stop of the loom, for only about seven degrees of crankshaft rotation. To effect such an abrupt stop necessitates use of an impact-type dagger and frog arrangement which results in very severe and sometimes destructive shock loads on loom components. Other disadvantages of the method lie in the undesirably high weight of the required components, plus mechanical limitations which inhibit the use of simplified and improved shuttle boxing methods.

An improved protection and control system with object of overcoming the above listed deficiencies is disclosed in my copending application Ser. No. 508,745. The subject system is described as applied to a loom driven by an electric motor. A clutch and a brake are positioned between the motor and the driven parts of the loom. The clutchand brake are arranged to be engaged or disengaged through a manually controlled shipper system which includes a clutch hold-in device to provide sustained clutch engagement when the shipper handle is moved to on position.

A prime objective of the described protection system is to provide in event of late shuttle flight a soft or cushioned stop of the loom in place of the customary abrupt stop or loom bang off." To make available the increased time necessary for effecting a soft stop of the loom after detection of a laterunning shuttle, means are provided for early detection of shuttle flight by utilizing shuttle flight sensors positioned one adjacent the entrance of each shuttle-receiving box. A quick disconnect element is provided comprising a portion of the shipper linkage between the clutch hold-in device and the clutch and brake. Selectively engageable linkage means are associated with the shuttle flight sensors and with the quick disconnect element in manner such that late arrival of the shuttle at one of the shuttle flight sensors will allow parts of the selectively engageable linkage means to engage to cause separation of parts of the quick disconnect element to cause rapid release of the clutch and engagement of the brake to stop the loom. As an assist to aid the brake in stopping the loom an energy absorption device was shown as an optional feature.

My present invention discloses loom protection and control means which incorporate the basic principles and elements disclosed in my copending application as just reviewed, and additionally discloses novel and improved mechanisms for attaining the following objectives:

The first object of the present invention is to provide for both singleand multiple-shuttle looms improved shuttle flight detection and shockless stopping means which provide: dependable late shuttle protection through means entirely separate from and unrelated to shuttle-boxing means, which further offers the advantage of providing smash protection in event a shuttle jams at point of exit from the box immediately following pick, and which is free of the need for special means to prevent false shutdown after rollback of the loom.

A second object of this invention is to provide in operating combination with my improved shuttle detection and loomstopping means a cooperating filler break detector of simplified design and improved performance.

A third object is to provide in operable combination with my improved late shuttle and filler break stopping means, cooperating means to provide positioned stopping of the loom on command.

in my newly improved system of shuttle flight detection and loom-stopping control, I provide a shuttle detection feeler adjacent the entrance of the opposite shuttle box, with interconnection between the two feelers in manner such that contact of the moving shuttle with one feeler will move said feeler from the shuttle path, and simultaneously will move the opposite feeler into the shuttle flight path, in which position it will remain until again moved out of the shuttle flight path by shuttle contact during the return flight of the shuttle. This arrangement ensures that as the shuttle leaves the shuttle box at pick, the adjacent detector is positioned out of the flight path while the detector at the opposite or receiving box is positioned in the flight path. Protection stops will now be initiated by and only by late arrival of the shuttle at the detector adjacent to the receiving box toward which the shuttle is moving.

Means are provided such that on-time arrival and contact of the shuttle with the feeler at the entrance of a receiving box diverts a lay-bar-mounted first stop element from its collision course towards a catch comprising a portion of a loom stop link assembly. It will be understood that this lay-bar-mounted stop element is, relative to the lay-bar, moved to one position by the shuttle as it contacts the feeler at one box throat, and is moved to another and opposite position as the shuttle on return flight contacts the feeler at the throat of the opposite box. it will be seen that the said lay-bar moves forwardly following a given pick, and that it is carried forwardly along another and parallel path following the next pick. in order to establish a collision course between the said stop element and the catch of the loom stop link assembly following each and every pick, it now becomes necessary to move the said catch into the path of the said stop element near start of each forward motion of the lay-bar. This is effected by a camshaftmounted cam and cooperating linkage mechanism which is included as a part of my improved detection and stopping means as hereinafter described.

To achieve the second object of this invention (filler break stopping) I provide means whereby a broken filler allows filler detection sensors to fall to a subnonnal position to cause mechanical interference with my improved late shuttle detection means in manner such that a loom stop is initiated despite the fact that the shuttle may be running on schedule. Description of such means will be found in the drawings and in later discussion.

Implementation of the third object of the invention is achieved by providing solenoid-controlled selective mechanical contact between the lay-bar as it closely approaches extreme rear position with elements of quick disconnect means in the shipper linkage to cause separation of said linkage to initiate rapid stoppage of the m Details of this arrangement are covered in description which follows.

With the above and other objects in view, as will hereinafter appear, the invention comprises the devices, combinations, and arrangement of parts as hereinafter set forth, and illustrated in the accompanying drawings, of a preferred embodiment of the invention, from which the several features of the invention and the advantages attained thereby will be readily understood by those skilled in the art.

FIG. 1 of the drawings in oblique view represents essential portions ofa fly shuttle having major elements of my invention applied thereto.

FIG. 2 is an oblique view in enlarged detail of my improved means for late shuttle detection.

FIG. 3 is an oblique view in detail of my improved means for quick disconnect in the shipper linkage. In this view the parts are shown in clutch-engaged position.

FIG. 4 is an oblique view showing the parts as per Figure 3, but in clutch-disengaged and brake-engaged position.

In FIG. 1 a small portion of loom frame 20 is shown in broken section. The frame carries a crankshaft 9 which is driven through gear 19 and pinion 18 by element 17 which represents a clutch-brake motor assembly comprising a drive motor, a clutch selectively engageable with said motor to drive pinion 13, and a brake adaptable to be engaged to stop the loom following disengagement of the clutch. The construction and operation of such a clutch-brake drive is of common knowledge and is disclosed in my prior U.S. Pat. No. 2,891,643. Application as a loom drive utilizing a shipper system including a clutch hold-in toggle device is shown in my U.S. Pat. No. 2,889,855.

Starting and stopping of the loom may be effected by shipper action initiated by manual movement of handles 11 and 12 which are joined in fixed relationship by a torsion rod trunnioned to the loom frame at 20c and 20d. Motion of handle 12 actuates link 13, crank 14, and lever 16 via link 15. Actuation oflever 16 controls selective engagement of the clutch and brake as disclosed in my US. Pat. No. 2,891,643, wherein also is disclosed that lever 16 is spring biased to clutch disengage brake engage condition.

Essential parts of my new and improved shuttle detection and loom stopping systems comprise feeler elements 136 and 142, which are mounted on angle members 134 and 135 which in turn are mounted as shown in the throats of the lefthand and right-hand shuttle-receiving boxes respectively. Element 134 is pivoted on pin 137 in manner such as to allow detector 136 to move fore and aft approximately one-half inch, and in its rearward position to be recessed into aperture 138 of box backplate 28. Element 135 is mounted on pin 195 such as to allow detector 142 to move fore and aft a like distance, and to be recessed into aperture 143 of box backplate 29.

Referring to FIG. 2, member 134 is provided with downward extension 196, against which is biased spring 139, which in turn is further positioned by pin 201. Member 135 is likewise provided with bias spring 194 and positioning pin 202. The extensions of springs 139 and 194 are joined by rod 141 through interconnecting elements 140 and 144 as illustrated. Member 144 is moveably mounted via pin 146 on plate 145, which in turn is attached via screws 203 to lay-bar 24.

Rod 141 is adjusted in length such that with feeler element 136 (FIG. 1) recessed into aperture 138, feeler 142 will be positioned forwardly approximately one-half inch into the shuttle flight path. In the position shown the lay-bar is moving forwardly, and the shuttle, which is moving from left to right, is approaching point of contact with shuttle feeler 142. Upon such contact 142 is moved rearwardly into recess 143, while member 135 is moved about pin 195 to cause 194 to move toward the right. This movement causes elements 141, 140, and 139 to also move to the right thus causing element 134 to pivot about pin 137 to cause shuttle feeler 136 to move forwardly from its recessed location in aperture 138 and assume a new position in the shuttle path.

Movement of element 194 as just described also causes member 144 to pivot about pin 146, and thus move lay-barmounted first stop element 147 downward about one-fourth inch to the dotted position indicated. In its upper position and under conditions of the illustration, 147 was moving forwardly on a collision course with catch 148 of element 149. With an on-time shuttle, point 147 moves downward just prior to contact with 148. In event of a late shuttle, however, contact between 147 and 148 occurs, causing stop link assembly comprising catch 148, telescopic elements 149, 150, tension spring anchor pins 206, 207, tension spring 155, and actuating pins 156, 157, to move forwardly with the result that link is urged forwardly by pin 156 to move and cause longitudinal release of attached element 158 from contact with roller 160 of crank 14 as hereinafter described, while simultaneously stem 65 of energy absorption element 62 is urged by pin 157 into the orbital path of lug 66 which is fixed in and protrudes from the face ofgear 19.

Element 62, which is swingably mounted on the loom frame at a, and which is urged rearwardly to a limit position by a spring attached to the loom frame at 201:, comprises an oilfilled cup having movably positioned therein a plunger which is attached to the lower end of stem 65, and a compression spring which provides an upward bias on stem 65 to urge stem 65 and attached plunger to an upward limit position. Contact of lug 66 against stem 65 forces the plunger downward to cause displacement of oil through a close peripheral clearance between the plunger and the internal bore of the cup thus creating a hydraulic resistance which absorbs energy while downward movement of 65 is in progress. Also during downward movement of 65 the compression spring associated therewith is further compressed thus storing energy available for rolling the loom backward upon release of the brake following loom stop. Element 62 thus comprises an energy absorption-storage device as hereinafter referred to.

Following is a description of the construction and functional purpose of elements 14, 15, and 158 as shown in FIG. 1 and in detail in FIG. 3. It is well known in the art of loom construction to use a crank such as 14 in cooperation with a clutch-actuating link such as 15 adaptable to being toggled to overcenter relationship to establish sustained engagement of the clutch, or clutch hold-in. My US. Pat. No. 2,889,855 discloses such an arrangement. In the said known construction the crank is provided with a pin such as which is journaled in a transverse bore in the operating link. In the present invention I have made alterations in the design of such a crank and link assembly to achieve the novel result of providing a clutch hold-in device the cooperating parts of which are separable to cause quick disconnect ofthe clutch while the shipper handles remain in the on position.

In my new and novel arrangement detailed in FIG. 3, attached to clutch-actuating link 15 is element 158 which consists ofa rectangular metal frame within which is fixed a block 161 of dimensions such to leave an L-shaped slot having a front end wall 163 and a rear wall 162. Also shown is crank 14 which is swingable about pin 106 which in turn is fixed to the loom frame at 202. Fixed in the free end of 14 is pin 105 on which is rotatably mounted roller 160, the diameter of which fits slidably within the said L-shaped slot.

FIG. 3 shows the assembly in clutch-engaged position with crank 14 positioned by shipper action to place roller 160 and link 15 in a toggled-over-center position relative to pin 106 to establish through movement of link 15 and lever 16 hold-in engagement of the clutch. It will be now noted that if crank 14 with pin I05 and roller 160 remain stationary while link 15 with attached box element 158 is swung forwardly against the tension of spring 159, block 161 will cease to bear against roller 160 and link 15 will be free to move to the right to the position of FIG. 4, thus allowing the clutch within case 17 to release and the brake to engage. Starting with the parts as in FIG. 4, return of the shipper handle to ofF' position causes counterclockwise rotation of crank 14 until roller 160 assumes a position where spring 159 urges frame 158 rearwardly until wall 163 again contacts roller 160. Now as the shipper handle is again moved to on position crank 14 is rotated clockwise via link 13 and roller 160 now pressures the end of block 161, moving frame 158 and attached link 15 to the left until the parts again assume clutch engage and hold-in relationship as shown in FIG. 3.

Returning to the discussion of an assumed on-time shuttle arrival at feeler 142, point 147 will then move downwardly in time to avoid contact with catch 148, and shutdown will not be initiated. In its low position 147 passes beneath 148, and remains in this depressed state until the shuttle on its return flight contacts detector feeler 136, which as previously described is now located within the shuttle path. On this forward pass of the lay-bar, with 147 in depressed position, point 148 must be repositioned in a lowered position and within the new path of 147. In order to insure that on each forward pass of lay-bar 24, point 147 will be moving on a collision course with point 148, point 148 is arranged to be moveable alternately to a high position as shown (FIG. 1), or to a low position as indicated by dotted outline.

Camshaft 204 and gear 152 are parts of standard loom construction. Cam 151 is now provided to actuate elements 153 and 154 at one-half crankshaft speed. Cam 151 is so positioned radially as to move elements 150 and 149 upward as the shuttle starts its flight from left to right, and aided by spring 205, which is attached to the loom 201 to move it again downward as the shuttle assumes flight from right to left. in this manner, point 148 is, at each forward pass of lay-bar 24, placed in position to be contacted by point 147 in event of a late shuttle arrival at the detection point adjacent the shuttlereceiving box. Such contact as before stated urges forwardly the stop link assembly which includes part 150 from which pin 156 protrudes. As 150 moves forwardly pin 156 makes contact against link 15, causing to swing forwardly against the rearwardly exerted bias of spring 159 which is anchored to the loom frame at g. Attached to the forwardly movable end of link 15 is box element 158 which is constructed to cooperate with crank 14 as heretofore described in manner such that the assembly of 14 and 158 serve the novel dual purpose of acting as a clutch hold-in device and also as a quick disconnect element to release the clutch when link 15 with attached box element 158 is urged forwardly.

Elements 149 and 150 are telescopically assembled and pressure-biased together by spring 155, one end of which is anchored to part 150 by pin 207, and the opposite end is fastened to part 149 by pin 206. The forward movement of parts 15 and 158 is mechanically limited, and this in turn limits the travel of tubular element 150. When this limit is reached, increased pressure between 147 and 148 caused by further travel of the lay-bar overcomes the pretension of spring 155, and 149 is telescopically extended further to the left until laybar comes to a stop. The purpose of this spring-biased telescopic arrangement is to preclude damaging stress in the parts during the stopping cycle. Following stop, the loom is rolled backward either by hand or by the action of the return spring housed in element 62. With contact between points 147 and 148 disengaged, the shuttle detection linkage assembly comprising rod 141 and associated parts are including block 140, bellcrank 144 with attached first step element 147, is manually reset to correct position and the loom is again ready [0 start.

In case optional energy absorption element 62 is included in the assembly, stem 65 is simultaneously moved by pin 157 of element 150 into the path of rotating lug 66 to aid in rapid stopping of the loom.

' Description to this point covers the essentials of construction and operation to achieve the first purpose of this invention as previously defined. 1 shall now proceed to describe my preferred arrangement for achieving my second objective, namely the providing of a filler break detector to effectively cooperate with the means provided for implementing my first objective.

ln FlG. 1 rotatable drum 176, drum shaft 187, detector fingers 178 and support bracket 188 represent fill thread detector parts of substantially conventional design. Attached to 24 is bracket 181 carrying pin 180 on which is pivoted element 179. Spring 183 serves to bias 179 against stop 182 of bracket 181. As 179 is carried rearwardly by 24, point 179a makes contact with stationary stop 20k. Further rearward motion of 24 now causes clockwise rotation of 179, slot 185 of which loosely straddlespin 186 which protrudes from drum 176. It will be seen that clockwise movement of 179 now causes counter clockwise rotation of 176 to elevate attached detector fingers 178.

Also attached to drum 176 is element 177, the forward end of which, 177a, is normally adjusted to closely clear the upper surface of stop lug 175 which is fixed to rod 141. The normal position of 177a is defined as that in which fingers 178 are resting upon a filler thread immediately following passage of the shuttle. Absence of filler thread at-this point in the loom cycle will allow fingers 178 and therefore point 177a to fall to a low or abnormal position. In this event 177a interferes with 175 and thus prevents lateral movement of rod 141. Now

when the shuttle arrives at shuttle detection point 142 as in the illustration, elements 141, 175, and 144 will remain locked by 175 thus preventing 147 from moving to avoid collision with 148. As the lay-bar moves forwardly 147 makes contact with 148 and a loom shutdown will result.

With 144 locked as just described, contact of shuttle 34 with shuttle detector 142 might cause damage to parts except for the fact that spring 194 is biased against surface 197 with a limited pressure. With elements 141 and 144 immobilized, spring extension 194 will remain fixed relative to 144, but element may move against the said spring pressure to allow 142 to recede and thus avoid damage as the shuttle passes it to enter the receiving box.

I have now completed description of a preferred arrangement for combining an effective filler break detector with my improved shuttle-sensing and stop means. Means for adding to this combination positioned stopping on command or responsive to power failure comprises the third object of the invention. 1 shall now proceed with description of a preferred form of such means.

Referring to FIG. 1, pin 173 is fixed to element 150. Movably mounted on pin 167 of frame 20, while lightly biased against 173 by spring 208 is lever member 166. On the upper end of 166 and movably attached thereto by pin 169 is member 168 which is urged to move clockwise by spring 170 but which is restrained from such movement by normally energized solenoid 171. Solenoid 171 is energized by low-voltage direct current via normally closed switch 102 and in series a second normally closed switch (not shown) mounted on top of shipper lever 12.

On lay-bar 24 is mounted trip element 174, which is carried fore and aft along a path which, near its most rearward position, passes closely above the upper surface of 168. If switch 102 is opened, solenoid 171 is deenergized, allowing spring 170 to move 168 clockwise sufficiently to cause interference between 174 and 168. Further rearward movement of 174 now actuates lever 166 to force pin 173 and element 150 forward to initiate a loom stop.

The current supply for solenoid 171 may be derived from rectification of low-voltage AC supplied from a warp stop transformer, the primary winding of which is associated with the main power supply to the loom. Such a transformer is commonly used on looms and should not here require detailed description.

Description of preferred means for achieving the third object of this invention is now complete.

in FIG. 1 shown attached to lay-bar 24 is bracket 189 which carries pin 191 on which is movably pivoted auxiliary stop element 190, which is rotatably biased in clockwise direction to a limit position by spring 209. The arrangement is such that if actuating rod 192 be urged to the left the nose area 193 of stop element will be moved to the right in position to make contact with catch 148 to cause loom stoppage as the lay-bar moves forwardly. Provision may be made for a loom malfunction such as box jamming to cause movement of actuating rod 192 to initiate loom stop. This arrangement is shown only for purpose of educational disclosure and is not claimed as a part of the present invention.

Having thus revealed this invention, what I claim herein is:

1. In a fly shuttle loom having a drive means, a shuttle, a laybar with shuttle boxing means at each end thereof, means for moving said shuttle along said lay-bar, said loom having a crankshaft and camshaft assembly driven by said drive means through a manually engaged friction clutch actuated through shipper linkage including clutch hold-in means which include a crank and stopped by a friction brake operably interconnected with said clutch, loom protection stopping mechanism comprising: shuttle flight detection mechanism including first mechanical feeler means having a first feeler for detecting the arrival of the nose of a moving shuttle at a detection point located adjacent the entrance of one shuttle boxing means, said mechanical feeler means being pivotally mounted and said first feeler being adaptable to being positioned alternately within and without the shuttle flight path, second and equivalent mechanical feeler means having a second feeler located adjacent the entrance of said second and opposite shuttle boxing means, a first stop element mounted on and carried by said lay-bar and being selectively movable within a plane normal to the direction of movement of said lay-bar to a first limit position and to a second and opposite limit position, linkage means interconnecting said first and said second mechanical feeler means and said first stop element in manner such that contact of the moving shuttle with said first mechanical feeler will move the subject feeler from a position within the shuttle flightpath to a new position without said flightpath, and will further, through said linkage means interconnecting, simultaneously urge said first stop element toward said first limit position, and during return shuttle flight contact of the shuttle with said second mechanical feeler will move said second feeler means to cause said first stop element to be urged toward said second and opposite limit position; selectively engageable linkage means operably associated with said first stop element and with said shipper linkage, said selectively engageable linkage means including a loom stop link assembly having a catch arranged responsive to loom driven cam means to be moved near the start of each forward motion of said lay-bar into the forward path of said lay-bar-mounted first stop element, said first stop element and said loom stop link assembly being arranged in manner such that later than normal contact between said shuttle and one of said mechanical feelers will allow contact between said lay-bar mounted first stop element and said catch to cause said loom stop link assembly to move responsive to motion of said lay-bar to cause release of said clutch to initiate stopping of the loom.

2. Loom protection stopping mechanism as per claim 1 wherein is additionally provided quick disconnect means located in the shipper linkage between the crank ofsaid clutch hold-in means and said clutch and brake; spring bias means operable upon separation of said quick disconnect means to rapidly disengage said clutch and to engage said brake; means operable associated with said quick disconnect means and selectively associated with said shuttle flight detection mechanism in manner such that said quick disconnect means will be caused to release to disengage said clutch and to engage said brake in the event oflater than normal contact ofthe shuttle with one of said mechanical feelers.

3. Loom protection stopping mechanism as per claim 1 wherein is additionally provided: a lug, arranged in fixed relationship to and rotatable with said crankshaft; an energy absorption device having a liquid-filled cup and a plunger movable within said cup, said energy absorption device being operably movable into the orbital path of said lug; linkage means associated with said loom stop link assembly to cause said energy absorption device to move to a position such as to allow operable contact between said lug and the plunger of said energy absorption device to cause said plunger to move within said liquid filled cup to create fluid frictional resistance to aid in stopping ofthe loom.

4. Loom protection stopping mechanism as per claim 2 wherein is additionally provided a fill thread detection device so arranged as to sense the presence of fill thread immediately following movement of the shuttle past the location of such detection device and in the event of absence of such fill thread to introduce a mechanical interference to prevent, upon contact of the shuttle with one of said shuttle detection mechanical feelers normal movement of said linkage means interconnecting said mechanical feeler means and said first stop element to cause through means associated with said quick disconnect means separation of parts of said quick disconnect means to initiate clutch release and brake engage action to cause stoppage of the loom.

5. Loom protection stopping mechanism as per claim 4 wherein is additionally provided: a lug arranged in fixed relationship to and rotatable with said crankshaft; a combination energy absorption and energy storage device comprising a liquid-filled cup, a plunger, and a spring, said device being operably moveable into the orbital path of said lug; means responsive to movement ofsaid selectively engageably linkage means to cause said energy absorption-storage device to move to a position such to allow operable contact between said lug and said plunger to cause said plunger to move within said liquid-filled cup to create fluid frictional resistance and to compress said spring to create resilient mechanical resistance to aid in stopping of the loom, and additionally to store energy releasable on command to aid in rolling the loom backward following said stop 6. Loom protection stopping mechanism as per claim 2 wherein additionally is provided electromechanical means selectively operable and associated with said lay-bar and with said quick disconnect means in manner such that deenergizing of an electric solenoid will allow contact between an element of said moving lay-bar and an element of said electromechanical means to cause separation of said quick disconnect means to cause stoppage of the loom.

7. In a fly shuttle loom having a drive means, a shuttle, a laybar with a shuttle-receiving box at each end thereof and having a crankshaft and camshaft assembly driven by said drive means through a friction clutch and stopped by brake means operably associated with said clutch, said clutch being engageable through manually operated shipper means including a clutch hold-in device, said loom having shuttle flight detection means associated with each of said shuttle receiving boxes, loom protection stopping mechanism wherein said clutch hold-in device comprises: an angularly movable crank operably associated with a clutch actuating link, said crank being movable responsive to manual urging to an over center locking condition relative to the axis of said link and said link being axially movable responsive to angular movement of said crank to establish sustained clutch engagement and being transversely movable relative to said crank to cause separation of said clutch actuating link from said crank to allow rapid disengagement ofsaid clutch and engagement of said brake, and means effective to cause transverse movement of said clutchactuating link to cause said link to separate from said crank to initiate clutch disengage and brake engage action to stop the loom in event said shuttle fails to actuate one of said shuttle flight detection means at a predetermined point in time of the loom cycle. 

1. In a fly shuttle loom having a drive means, a shuttle, a laybar with shuttle boxing means at each end thereof, means for moving said shuttle along said lay-bar, said loom having a crankshaft and camshaft assembly driven by said drive means through a manually engaged friction clutch actuated through shipper linkage including clutch hold-in means which include a crank and stopped by a friction brake operably interconnected with said clutch, loom protection stopping mechanism comprising: shuttle flight detection mechanism including first mechanical feeler means having a first feeler for detecting the arrival of the nose of a moving shuttle at a detection point located adjacent the entrance of one shuttle boxing means, said mechanical feeler means being pivotally mounted and said first feeler being adaptAble to being positioned alternately within and without the shuttle flight path, second and equivalent mechanical feeler means having a second feeler located adjacent the entrance of said second and opposite shuttle boxing means, a first stop element mounted on and carried by said lay-bar and being selectively movable within a plane normal to the direction of movement of said lay-bar to a first limit position and to a second and opposite limit position, linkage means interconnecting said first and said second mechanical feeler means and said first stop element in manner such that contact of the moving shuttle with said first mechanical feeler will move the subject feeler from a position within the shuttle flightpath to a new position without said flightpath, and will further, through said linkage means interconnecting, simultaneously urge said first stop element toward said first limit position, and during return shuttle flight contact of the shuttle with said second mechanical feeler will move said second feeler means to cause said first stop element to be urged toward said second and opposite limit position; selectively engageable linkage means operably associated with said first stop element and with said shipper linkage, said selectively engageable linkage means including a loom stop link assembly having a catch arranged responsive to loom driven cam means to be moved near the start of each forward motion of said lay-bar into the forward path of said lay-barmounted first stop element, said first stop element and said loom stop link assembly being arranged in manner such that later than normal contact between said shuttle and one of said mechanical feelers will allow contact between said lay-bar mounted first stop element and said catch to cause said loom stop link assembly to move responsive to motion of said lay-bar to cause release of said clutch to initiate stopping of the loom.
 2. Loom protection stopping mechanism as per claim 1 wherein is additionally provided quick disconnect means located in the shipper linkage between the crank of said clutch hold-in means and said clutch and brake; spring bias means operable upon separation of said quick disconnect means to rapidly disengage said clutch and to engage said brake; means operable associated with said quick disconnect means and selectively associated with said shuttle flight detection mechanism in manner such that said quick disconnect means will be caused to release to disengage said clutch and to engage said brake in the event of later than normal contact of the shuttle with one of said mechanical feelers.
 3. Loom protection stopping mechanism as per claim 1 wherein is additionally provided: a lug, arranged in fixed relationship to and rotatable with said crankshaft; an energy absorption device having a liquid-filled cup and a plunger movable within said cup, said energy absorption device being operably movable into the orbital path of said lug; linkage means associated with said loom stop link assembly to cause said energy absorption device to move to a position such as to allow operable contact between said lug and the plunger of said energy absorption device to cause said plunger to move within said liquid filled cup to create fluid frictional resistance to aid in stopping of the loom.
 4. Loom protection stopping mechanism as per claim 2 wherein is additionally provided a fill thread detection device so arranged as to sense the presence of fill thread immediately following movement of the shuttle past the location of such detection device and in the event of absence of such fill thread to introduce a mechanical interference to prevent, upon contact of the shuttle with one of said shuttle detection mechanical feelers normal movement of said linkage means interconnecting said mechanical feeler means and said first stop element to cause through means associated with said quick disconnect means separation of parts of said quick disconnect means to initiate clutch release and brake engage action to cause stoppagE of the loom.
 5. Loom protection stopping mechanism as per claim 4 wherein is additionally provided: a lug arranged in fixed relationship to and rotatable with said crankshaft; a combination energy absorption and energy storage device comprising a liquid-filled cup, a plunger, and a spring, said device being operably moveable into the orbital path of said lug; means responsive to movement of said selectively engageably linkage means to cause said energy absorption-storage device to move to a position such to allow operable contact between said lug and said plunger to cause said plunger to move within said liquid-filled cup to create fluid frictional resistance and to compress said spring to create resilient mechanical resistance to aid in stopping of the loom, and additionally to store energy releasable on command to aid in rolling the loom backward following said stop.
 6. Loom protection stopping mechanism as per claim 2 wherein additionally is provided electromechanical means selectively operable and associated with said lay-bar and with said quick disconnect means in manner such that deenergizing of an electric solenoid will allow contact between an element of said moving lay-bar and an element of said electromechanical means to cause separation of said quick disconnect means to cause stoppage of the loom.
 7. In a fly shuttle loom having a drive means, a shuttle, a lay-bar with a shuttle-receiving box at each end thereof and having a crankshaft and camshaft assembly driven by said drive means through a friction clutch and stopped by brake means operably associated with said clutch, said clutch being engageable through manually operated shipper means including a clutch hold-in device, said loom having shuttle flight detection means associated with each of said shuttle receiving boxes, loom protection stopping mechanism wherein said clutch hold-in device comprises: an angularly movable crank operably associated with a clutch actuating link, said crank being movable responsive to manual urging to an over center locking condition relative to the axis of said link and said link being axially movable responsive to angular movement of said crank to establish sustained clutch engagement and being transversely movable relative to said crank to cause separation of said clutch actuating link from said crank to allow rapid disengagement of said clutch and engagement of said brake, and means effective to cause transverse movement of said clutch-actuating link to cause said link to separate from said crank to initiate clutch disengage and brake engage action to stop the loom in event said shuttle fails to actuate one of said shuttle flight detection means at a predetermined point in time of the loom cycle. 